ML19351E919
| ML19351E919 | |
| Person / Time | |
|---|---|
| Site: | Hope Creek, 05000355  |
| Issue date: | 11/30/1980 |
| From: | Public Service Enterprise Group |
| To: | |
| Shared Package | |
| ML19351E910 | List: |
| References | |
| NUDOCS 8012190528 | |
| Download: ML19351E919 (56) | |
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.O MONITORING OF LNG AND LPG SHIPPING AND CONSTRUCTION ACTIVITIES ON THE DELAWARE RIVER i
t 1 l i l i l l Docket Nos. 50-354
.50-355 M P80.117l05/1 ,
November 1980 g 8012190 ' _ _ . _ __ _- 61T__ _ . _ ... _ . __. . . . . _ . .
TABLE OF CONTENTS
- 1.
SUMMARY
- 2. INTRODUCTION
- 3. YEARLY REPORT 3.1 Total Number of Ships Per Year 3.2 Construction Activity
- 4. BI-YEARLY REPORT e 4.1 Calculation of Conditional Probability 4.1.1 Accident Rate Per Ship Mile 4.1.2 Historical Collision Analysis FY76-FY78 4.1.3 ' Collisions With Fixed Objects 4.1.4 Spills Per Accident 4.1.5 Vapor Cloud Formation Per Spill 4.1.6 Meteorological Factor 4.1.7 Conditional Probability Calculation 4.2 Conclusions t n
I. O e be M P60 117 05/2 f i-
- 1.
SUMMARY
On November 4, 1974, the Atomic Energy Commission issued Construction Permits (CP) for the construction of the Hope Creek Generating Station in Salem County, New Jersey. The Hope Creek site is located on the Delaware River estuary near the southern end of an artificial peninsula known as Artificial Island. Amendment No. 5 to the Construction Permits requires . PSE',G to monitor activities related to the shipment of liquefied natural gas (LNG) and liquefied petroleum gas (LPG) on the Delaware River. This monitoring includes shipping rates of liquefied flammable gases and various types of construction activity. The chemicals clas-sified as liquefied flammable gases are propane, butane, butadiene, vinyl chloride and liquefied natural gas. The results of this study show that the total condi-tional probability of a flammable vapor cloud reaching the Hope Creek plant is 1.2 x 10-7, which is a factor of eight lower than the 10-6 value established as an upper limit by the NRC, based on conservative assumptions. Therefore, the associated hazards to the health and safety of the public are negligible.
- 2. INTRODUCTION The activities of interest are those which might result in an increased rate of shipping or which could cause an increased probability of accident occurrence.
An increase in the shipping rate would occur either should an existing f acility increase its importation. rate or because of the construction of a new storage or refining facility. PSE&G has monitored these events by keeping in touch with local authorities, contacting those refineries and import terminals on the Delaware River which are capable of receiving liquid fuels.and by reviewing the "Public Notices" issued by the Department of the Army "U.S. Corps of Engineers." M P80 117 05/3
Although there is currently no LNG shipping on the river, there have been proposals to initiate such shipping. All have either been withdrawn or re-jected by the Federal Energy Regulatory Commission (FERC). Consequently, there are currently no oct-standing proposals for an LNG f acility that could possibly affect the Hope Creek Generating Station. PSE&G is continuously monitoring the applications received by FERC relating to LNG terminals. Other types of construction on the Delaware River could also result in increase risk to the Hope Creek Generating Station. It has been estimated (PSE&G, Dockets 50-354 and 50-355 before the NRC, exhibits 9, 10, 1-1) that a flammable vapor cloud which forms as 'a result of an accidental spill of a liquid fuel
~
on water could travel up to 12 miles. Therefore, any spill occurring within a distance of 12 miles up or downstream of the nuclear facility has to be analyzed to determine if it presents a potential hazard to the plant. Currently, with the exception of Tower 97,* there are no rammable objects in the vicinity of shipping channel near Hope Creek. However, in the future, docks, jetties, moorings, piles, or other potential ch tructions could be constructed in the river. Therefore, PSE&G is monitoring construction activity of this type. The calculation of the probability of a' flammable cloud reaching the Hope Creek plant is made from a series of conditional probabilities. These proba-bilities involve the expected number of accidents per mile of river transit, the probability that a . spill will result given that an accident occurred, the probability that a vapor cloud will form given that there has been a spill, and the meteorological l factor. The NRC has established guidelines for the accept-able upper limit of the probability that the Hope Creek Generating Station will be affected by a flam-
. mable vapor cloud formed as a result of an accident on the river. In an estimate in which the factors are determined based on conservative approximations, the number of incidents cannot exceed 10 6 per '
year.
- Electrical Transmission Line Tower l
l . . 1 I M P80 117 05/4
. -. ~. - - . _ _ _ . ._ . - -- . - _ - .. _
i F HOPE CREEK GENERATING STATION MONITORING OF LNG AND LPG SHIPPING AND CONSTRUCTION ACTIVITIES ON THE DELAWARE RIVER i i I
- 3. YEARLY REPORT - 1979 1 (YR-1) 5 L
i. l l l. Docket.Nos. 50-354 l 50-355 i [ M P80 117. 05/5 , November 1980 7
, . , - . . -. , - . . .. . . . - . . . . - _ , , . - - - - . - . . - . - . - . . - . , . . ~ . ... - . ~ . .
3.1 Total Number of Ships Per Year The total number of ships passing by the nuclear plant in 1979 and carrying each of the designated chemicals was developed by Poten & Partners, Inc., a shipping consultant. The data ws derived from U.S. Coast Guard Records, Import and Export Re-cords, and the U.S. Army Corps of Engineers. The list presented in Table 1 specifies the discharge date, quantity, product, vessel, origin and, where possible, the importer. This information is sum-marized in Table 2, and graphically presented on Figures 1 through 5. As indicated, the total number of tankers passing by the plant was much lower in 1979 than in previous years. Also, the shipments of vinyl chloride have ceased. This is due to the fact that the manufacturing facility, located in' Puerto Rico, from which the vinyl chloride was being imported, went out of business. 3.2 Construction Activity The construction activity along the Delaware River was conitored through the review of "Public Notices" issued by the U.S. Army Corps. of Engineers, by cdntacting various facilities located
~ ~ ~
upstream of the plant (see Table 3 and Figure 6) and the Federal Energy Regulation Commission, which is responsible for reviewing and approving any proposals f.or construction of LNG terminals. v E. , M P80 117 05/6 6
LIQUEFIELD GAS CARGOS TRANSITIFC 'IllE DEIAWARE RIVER - 1979 TABIE 1 DISCIIARGE QUAfff1TV DNIE (METRIC ' IONS) PRODUCT VESSEL ORIGIN IMFORTER 1/ 9/79 6,450 Butane Faraday Venezuela Warren Petroleum 1/ 9g 9 4,258 Butadiene Joule Netherlands 1/ 9/79 988 Butadiene Joule United Kingdm 1/ 9/79 1,796 Butadiene Joule France 1/18/79 8,534 Butane ' Cavendish Venezuela Warren Petroleum 1/18/79 3,238 Butane Cavendish Venezuela Gulf Oil Ref. & Marketing 1/18/79 2,154 Butane Cavendish Venezuela Sun Oil Tradin) 2/10/79 2,244 Butadiene Enrico Fenni United Kingdom 2/10/79 2,458- Butadiene Enrico Fermi Tenieuzen 2/11/79 6,644 Butane Cavendish Venezuela Warren Petroleum 3/24/79 848 Butadiene Joule United Kingdom 3/24/79 1,959 Butadiene Joule United Kingdcm Mitsui Petroleum 4/ 9/79 2,112 Butadiene Inge Maersk United Kingdom ICI 1hited States Inc. 4/16/79' .2,530 Butadiene Capo Ovest United Kingd m 5/ 4/79 3,521 Butadiene Luigi Casale Netherlands 5/ 4M9 1,507 Butadiene Luigi Casale United Kingdom 5/ 4/79 2,011 Butadiene Luigi Casale France 6/25/79 9,016 Betadiene Pascal United Kingdm 5/ 4/79 3,521 Butadiene Luigi Casale Netherlands 5/ 4/79 1,507 Butadiene Luigi Casale United Kingdom 5/ 4/79 2,011 Butadiene Luigi Casale France 6/25/79 9,016 Butadiene Pascal United Kingdm 8/13/79 1,870 Butadiene Enrico Fermi Netherlands 8/25/79 4,632 Butane venator Venezuela
'9/ 6/79 4,965- Butane Danian Gas United Kingdcm M P80 117 05/7.*
a
LIQUEFIED GAS CADOOS TRANSITING Tile DFJRmRE RIVER - 1979 Table 1 (Pg. 2) DISCHARGE QUANTITY DATE (ME71RIC ' IONS) PRODUCP VESSEL ORIGIN IMPORIER 9/11/79 2,701 Butadiene Enrico Fermi United Kingdom 9/24/79 16,800 Butane Antilla Cape Venezuela Champlin Petroleum 10/17/79 3,775 Butane
- Garbeta Libya 10/17/79 6,864 Butane Garbeta Libya 10/19/79 2,004 Butadiene Enrim Fermi United Kingdom 10/19/79 1,677 Butadiene Enrico Fermi United Kingdom 10/19/79 1,005 Butadiene Fnrico Fermi France 10/19/79 6,864 Butane Garbeta Libya Tropigas International 10/24/79 21,727 Propane Razi Saudi Arabia 10/24/79 13,772 Butane Razi Saudi Arabia
- 11/24/79' 2,813 Butadiene Enrico Fermi United Kingdcm 11/24/79 1,427 Butadiene Enrico Fermi Netherlands
~
12/14M9 4,386 Propane Gay Lussac Venezuela Gulf Oil
~ 12/14/79 242 Butane Gay Lussac ,'
Venezuela Sunmark 12/14M9 6,245 Butane Gaf Lussac venezuela Warren Petroleum 12/17/79 1,729 Butadiene Clerk Maxwell United Kingdom 12/17/79 2,335 Butadiene Clerk Maxwell Netherlands Shell 12/17/79 2,345 Butad.iene Clerk Maxwell Netherlands Vickers Chemicals 12/21/79 8,825 Butane Pascal Venezuela Warren Petroleum 12/29/79 874 Butadiene Enrim Fermi United Kingdom 12/29M9 3,001 Butadiene Enrico Fermi Netherlands ! 12/29/79 794 Butadiene Enrico Fermi France - M P80 117 05/8.* , t e
Table 2 Sumary of Liquid Gas Ships
'Ibtal Nu'ter of Ships Vinyl Year Propane Butane Butadiene Chloride I1G Total 1977 1 10 10 25 0 46 1978 5 10 1 25 0 41 1979 1 10- 13 0 0 24 i 1980 1981 j 1982 1983 1984 ,
1985
' ^
1996 1987 1988 1989 1990 1991 ! 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 M P80 117 05/9.*
Tabla 2 - Continued Sumary of Liquid Gas Ships Total Nunter of Ships Vinyl Year Propane Butane Butadiene Chloride UG Total 2001 2002 2003 2004 2005 2006 j 2007 , 2008 1
- 2009 3
2010 i i i 2011 2012 2013
- - 2014
! 2015 - i r 2016 , 2017 2018 2019 2020 __ 2021 2022 3
~~
- 2023 2024 ,
2025 - 2026
-2027 2028 2029 . .
zudo M P80 117 05/10.* L
i The focus of our review of construction activity was on the following:
- a. Have any LNG cr LPG facilities been licensed on the Delaware River?
- b. Have any new docking facilities been authorized which might result in an increase in transportation of pro-pane, butane, butadiene, or vinyl chloride?
- 3. Has the construction of any rammable objects in or near .
the shipping channel in the 24 mile catchment distance near Hope Creek been proposed or authorized? An ongoing activity, which has no impact on the nuclear power plant, is the dredging of the river in front of Arti-ficial Island, en which the plant is located. This activity is sponsored by Public Service Electric and Gas. Based on our review of "Public Notices" issued by the U.S. l Army Corps of Engineers, responses to inquiry letters sent to the facilities listed in Table 3, and Federal Energy Regulatory Commission notices, we can state that no new or proposed construction which would have an effect on the cal-culation of the probability of a flammable fuel vapor cloud reaching the Hope Creek Nuclear Generating Station has ap-parently been authorized. l 1 * , M P80 117 05/11 1
Table 3 LPG Facilities located on the Delaware River Atlantic Richfield Company Box 7709 Philadelphia, PA 19101 (215) 339-2632 British Petroleum Oil Company Marcus Hook, PA 19061 (215) 494-3600 British Petroleum Oil Company Paulsboro, NJ 08066 (609) 423-4000 Cities Services Company Box 300 Tulsa, Oklahoma 74102 (918) 586-2211 Getty Oil Company Delaware City, Delaware 19706 Gulf Oil Company Girard Point, Pa. 19145 - , (215) 389-3500 ( . Mantua Chemicals Terminal, Inc. Crown Point Road Thorofare, New Jersey 08086 (609) 423-5400 l + Mobil Oil Company Paulsboro, New Jersey 08066 (609).423-1307 . M P80 117 05/12
Table 3 - continued Sun Oil Company Marcus Hook, Pa. 19061 (215) 447-1244 Texaco Oil Company Eagle Point, New Jersey 08093 (609) 845-8000 B i l l M P80 117 05/13
. _ _ ~ - . . = . . - .
J HOPE CREEK GENERATING STATION MONITORING OF LNG AND LPG SHIPPING AND CONSTRUCTION ACTIVITIES ON THE DELAWARE RIVER
- 4. BIYEARLY REPORT - 1979 (BYR-1) 2 6
- r n
.i I
Docket - Nos. :50-354. ',,
- 50-355 ,
I M P80-'117 05/14.* November 1980 -
+ r
4 4.1 CALCULATION OF CONDITIONAL PROBABILITY 4.1.1- Accident Rate Per Ship Mile The number of accidents occuring per mile traveled by liquid fuel tankers is based on information collected from the U . S . Coast Guard Marine Casualty Computer Data and the U.S. Coast Guard accident files. The total number of accidents was divided by the total exposure (average yearly one way trips on the Dela-ware River) as determined from the publication
" Waterborne Commerce of the United States," to arrive -
at an accident rate per transit mile in the Delaware River. An analysis of each of these sources of data is presented in the following, pages. U.S. Coast Guard Mrine Casuality Computer Data was used to identify all collision incidents on the Delaware River over the years 1976-1978 in the fol-lowing seven categories: --
- 1. a meeting situation
- 2. a crossing situation
- 3. an overtaking situation
- 4. an anchored or moored condition
- 5. fog
- 6. docking or undocking operation
- 7. not otherwise classified Liquefied gas carriers operate in U.S. Coastal Waters under very strict supervision of the U.S. Coast Guard. In the section of river adjacent to the Hope Creek Generating Facility, the tanker will be moving in the channel at all times under Coast Guard es-cort. In particular, in this section of the river, the liquid gas carrier:
. will not be moored
. will not be in area of' industrial docks or piers 4
M P80 117 05/15-
1
. will not encounter any area of rock river bottom
. will not overtake or be overtaken by other ships
. will not meet other ships at bends
. Will not meet oncoming ships of a relative speed of greater than 12 knots
. will not itself exceed a speed of 12 knots
. will only transit if visibility is two miles or greater
. will only transit with tug escort
. will be in continuous communications on two radio channels
. will be U.S. Coast Guard supervised Because of the strict operating procedures involving liquefied gas carriers, those accidents which occur in the seven categories listed above were examined, and any which could not occur under the operating conditions mentioned above for liquid gas carriers were excluded: Any incidents which were questionable were included so that the estimate will be conservative, but any accident which did not involve at le~ast one large vessel of over 18 ft. draft was ~
discarded. Next, the total number of one way trips in the Dela-ware River (either inbound or outbound) of large tankers, dry cargo, and passenger ships with a draft of more than 18 feet was obtained from the " Water-borne Commerce" publication. Each one-way trip con-stf.tutes a distance of approximately 100 miles, so l that the average ship-miles / year is 100 times the I - total number of one-way trips. be % M P80 117 05/16
+s - ,, _
9 The accident rate per ship mile was calculated by dividing the total number of accidents by the total ship miles. This calculation was carried out for the period under consideration and also for the cumulative accidents since the first estimate was made. The value calulated for a single period is for comparison purposes only; in the calculation of the overall probability, the cumulative value was used since it has more statistical validity because of the larger sample size. Tables 4 and 5 summarize these values. 4.1.2 HISTORICAL COLLISION ANALYSIS FY76-FY78 The United States Coast Guard Marine casualty Computer Data tape was utilized to identify, the occurrence of all collision incidents (the seven categories listed above) on the Delaware River in the years FY1976 through FY2978. A total of 86 collision. incidents were identified and the U.S. Coast Guard serial number of each incident was recorded. This record of serial number was then utilized to obtain detailed accident reports from the U.S. Coast Guard accident files for each of the 86 incidents. These 86 detailed incidents reports were examined and analyzed further.
~ -
The 86 events were initially screened with 'the purpose of deleting those accidents only involving relatively small vessels that are not representative of large, self-propelled, liquefied gas carriers and could not puncture the LPG gas tanks if they were the ; striking vessel. These are identified in Table 4 by their assigned Coast Guard case numbers. An attached Appendix summarizes our rationale for their selection, together with our rationale for_a.l_1_other decisions outlined below. A second screening of the 42 remaining reports had the purpose of identifying those accidents that did not take place on~or very near the 100-mile river segment of interest between the entrance of Delaware Bay and Philadelphia. -The five incidents described in Table 5 were placed in this category. M P80 117 05/17
The next screening identified vessel collisions in which one party was a large self-propelled ship and the other was a smaller vessel such as a tug or barge. As described in Table 6, eight of the remaining 37 reports were placed in this category. Since a small vessel would not generally have the capability to cause release of a liquefied gas cargo from a larger vessel in the event of a collision, these reports were also deleted from further consideration. Eight of the 29 remaining reports, as described in Table 7, were for collisions between large ships while at least one was being intentionally moved. Case numbers 60722, 71381, 71748. 71945, and 80595 clearly involved collisions while one of the vessels was in the process of docking or undocking and the other vessel was moored or anchored. Although a liquefied gas carrier will not be moored, anchored, docked, or undocked in the 24-mile river section of interest, i.e., the catchment distance in which a cargo release might impact the nuclear generating i facility all of these 5 were conservatively considered collisions while underway and worthy of inclusion in the accident data base. This practice is consistent with previously submitted testimony-before the NRC. Case C3788 took place in a crossing situation and was also included, as was 72830 that I probab3 7 also involved a docking or undocking situation. Case 83747, however, involved vessels passing in opposite directions in fog and was not [ included. Not.only was the weather condition unacceptable for passage of a liquefied compressed . l gas carrier, but the incident actually_took place on l the Chesapeake and Delaware Canal and not the ! Delaware River. , 1 i Of the remaining 21 reports, 4 involved a type of l ship collision that must be separately considered here, while 17 involved collisions with fixed objects and will be addressed in a subsequent section. The 4 of current interest are 60584, 82216, 82440, and I 82441, and are described in-Table 8. Each involved a l large. ship that broke anchor and drifted into other nearby-ships'or vessels that were also moored or anchored. f.
- m. .
M P80,117 05/18
A liquefied gas carrier will never itself be moored or anchcred in the 24-mile river segment of interest. Consequently, it could not be involved in a collision with another ship that breaks anchor unless: 1) the ship break.. anchor at precisely the right moment in time; 2) the ship drifts into the path of the oncoming liquefied gas carrier; and 3) the gae carrier, under good visibility conditions, in daylight, under supervision of the Coast Guard, and with a tug escort, is unable to steer clear. Given the improbability of this particular sequence of eventst the relative rarity with which large ships on the Delaware River have broken anchor and become involved 'in a collision, and the relative infrequency with which loaded liquefied gas carriers transit the river, the scenario is concluded to be of negligible probability and is deleter. from further consideration. In conclusion, therefore, we conservatively fir.d 7 incidents that should be included in the accident data base, these being 60722, 63788, 71381, 71945, 72870, and 80595. Each is considered relevent and poten*.ially applicable to the analysis of the LNG or LPG tanker spill probability in the 24 mile river segment of interest.. The results of this analysis are summarized in Table 9. As a reference for the methodology employed above, the following can be consulted: Supplemental Testimony of Dr. Ashok Kalelkor in response to mattera raised by the Atomic Safety and Licensing Appeals Board in ALAB-429, 11 October 1977 Docket Nos. S0-354 50-355 Pages 5-21 e
- m. .
c M P80 117 05/19
?
L
e TABLE 4 INCIDENTS ONLY INVOLVING SMALL VEGSELS BY USCG CASE NUMBER
- 69343 63784 72869 60664 63785 80425 60724 .63737~ 80426 60918 -63789 81135 61355 63790 81681 61768 70152 82130 62061 70829 83264 62127 70920 83289 62128 71211 83740 62156 71311 83774 62187 71747 83964 62655 71752 83966 83969
~
62960 72735 63225 72802 83971 63617 72807
*These incidents only involved tugs, towboats , non-self propelled barges, or otherfrelatively small vessels..
NOTE: These incidents account for 44 of 86 reported incidents. M P80-ll7 05/20 t i
i .. TABLE 5 INCIDENTS WITH INCORRECT LOCATION i Case Number Location 60032 Christina River, Delaware 60866 Elizabeth t 70485 Ohio-70677 - Chesapeake Bay, Virginia
~
2 72866 Passyunk Ave. Bridge,
'Schuylkill River 4
l a Y T l' i l i 4
+ i
- k. .
M P80.117 05/21
f TABLE 6 VESSEL COLLISIONS INVOLVING ONE LARGE VESSEL Case Number Description
- 60614 ' Ship-in tow of tug struck moored fireboat of <100 ft. length.
o -61148 Tug struck ship during . launching. 62342 Tug has mechanical failure, struck ship. . 63781 Barge in tow struck ship in overtaking situation. 63795* Ship struck dredge in overtaking situation. 70310 Tug collided with ship. 70643 Ship collided with barge. i
- Duplicate of Case Number 70493.
i l
- M P80 117 05/22 l '
'* * * -w v- e , ., , ,_-,y
TABLE 7 COLLISIONS BETWEEN LARGE VESSELS Case No. Description 60722 Ship collided with moored ship during undocking maneuver. 63788 Ship collided with other ship that was crossing channel and experienced stalled engine. 71381 Ship collided with moored ship during docking maneuver. 71748 Ship collided with anchored ship during docking maneuver. 71945 Ship collided with anchored ship during undocking maneuver. 72870 Ship in tow of tug struck docked
. ship.
80595 Ship collided with anchored ship ' during undocking maneuver. 83247 Ships collided on C & D Canal in fog while passing in opposite-directions. I'
- w. .
M P80.117 05/23
TABLE-8 SHIP COLLISIONS DUE TO IMPROPER MOORING OR-ANCHORING Case Number Description 60584 Ship broke anchor; struck - anchored ship. 82216 Ship broke anchor; struck 3 moored vessels. . 82440 Ship broke anchor; struck anchored ship. 82441 Ship broke anchor; struck moored barges. 8 e l E e M P80 117 05/24 l i
i Table 9 Accident Rate Per Ship Mile
~
l 4 Cumulative Cumulative
'Ibtal Cumulative One-Way one-Way Accident Accident
- Year Accidents Accidents Trips Trips Rate Rate 1969-1975 10 10 66321 66321 1.5x10-0 1.5x10-6 1976-1978 7 17 28344 94665 2.5x10 6 1.8x10 0 1979-1980 1981-1982 i 1983-1984 1985-1986 1987-1988 ,
1989-1990 1991-1992.
- 1993-1994 1995-1996 .
1997-1998 1999-2000 2001-2002 2003-2004 2005-2006 2007-2008 2009-2010 2011-2012 2013-2014 < 2015-2016 1 2017-2018 2019-2020 2021-2022 2023-2024 , 2025-2026 2027-2028 2029-2030 ,. . M P80 117 05/25.*
.-.,.-.~,,,.m...__.m .y_ _ , ,., ,,,,, , , _ , . ...y,m,,,. ,, ,,,,o , , , , _ , , . , ,,,,,,,.,r,_ , .,e. -- - - . , , .
TABLE 10 Delaware River One-Way Traffic in Tankers, Dry Oargo and Passenger Ships of Greater Than 18 ft D?; aft (Source: " Waterborne Commerce") Year: 1969 1970 1971 1972 1973 1974 1975 1976 1977 1978 One-Way Trips: 9744 10151 9258 9553 9858 9086 8671 9559 9300 9485 94665 Average One-Way Trips = 10 = 9466.5 . Each one-way trip representing a distance of about 100 i miles, the average annual exposure a traffic for large trips on the Delaware River will be 9.47 x 105 It can be seen that this figure remained unchanged from the average ob-tained for the years-FY69 to FY75. 4.1.3. Collisions With Fixed Objects The calculation of collision rates with fixed ob-jects (e.g. Tower 97, which is approximately 9 miles up-river from the Hope Creek site - see Figure 6), was handled in the same manner as the accident rate. l From the Coast Guard accident casualty data for the l previous years, the number of occurrences of rammings of fixed objects involving a ship of over i 18 feet draf t was determined. As in the previous ! analysis, any accidents which could not have hap-pened to a ship following U.S. Coast Guar'i regula-l l tions for liquefied gas carriers were eliminated ! from the data base. The number of one-way transits per year of ships of over 18 feet draf t is the same as was used in the accident rate calculation. The number of collisions with fixed objects is based on approximately 50 rammable objects
- which large ships could have struck; Tower 97 represents one of them. Thus, to calculate the probability of a col-lision with Tower 97 per transit, the total number of collisions in the river is divided by 50 and then divided by the total number of one-way transits.
- As counted from NOAA Navigational Charts for the Delaware River. None of the 50 objects, except Tower 97 occur in the-24 miles of interest.
M.P80 117 05/26
Table 11 summarizes the 17 remaining incidents that involved large ship collisions ith fixed objects. For reasons given below, six of these are concluded not to be applicable. *he remainder were included in the accident data base. I Case 62345 involved a large ship striking a buoy. Since this was a minor incident, it should not be counted. Cases 72851 and 83168 involved movement and subsequent contact of a moored ship with nearby objects due to waves caused by a passing vessel. Since a liquefied gas carrier would not be anchored or moored in the 24-mile river segment of concern, this sort of accident is wholly unlikely. Finally, for , similar reasons, case 82442 involving a ship that broke anchor and struck a pier is not considered countable, nor is case 82147 where the ship was in tow of a tug or dase 84182 where the ship was in the process of anchoring. In conclusion, an examination of all 17 collisions involving vessels and fixed objects on the Delaware River (FY76-FY78) reveals that, at most, 11 of them are relevant and potentially applicable to the analysis of LNG or LPG tanker spill probability. The results of this analysis are summarzied in Table 12. r I l l l- " L . . M P80 117 05/27 '
T 9 TABLE 11 SHIP COLLISICNS WITH FIXED OBJECTS-Case Number Object Circumstances 60665 pier docking pilot error 61144 dock undocking i 62345 buoy 62347 pier overtaking situation 70058 pier judgement error 71108 pier -- 71185 dock 71832 pier docking 71837 pier docking
~
72041 dock docking 72205 pier docking 72351 pipelines moored ship moved by waves. 81770 pier docking 82147 pier ship in tow of tug 82442 pier. - ship broke anchor 83168 pier moored ship moved by waves. 84182 pier ship trying to anchor. O M P80 117 05/28
-% ,- - ,r - ,r-mr . --c-- y
- Table 12 Collisions with 'Ibwer 97 Per Transit i
5 i Cumulative Cunulative i Total Cu::ulative One-Way One-Way Collision Collision j ear 'ollision Collisions Trips Trips ate Rate t "l 1969-1975 8 8 66321 66321 2.4x10-6 2.4x10-0 l 1976-1978 11 19 28344 94665 7.8 x10-6 4x10-0 1979-1980 1 1981-1982 1983-1984 f I 1985-1986 1987-1988 1989-1990 1991-1992 1993-1994 1995-1996 1997-1998 . 1999-2000 2001-2002' 2003-2004 2005-2006 2007-2008 2009-2010 2011-2012 2013-2014 2015-2016 l 2017-2018 l l 2019-2020 2021-2022 2023-2024 l 2025-2026 r. 2027-2028 . 2029-2030-4 P80 117 05/29.* , I
4.1.4 Spills Per Accident The probability that a spill will occur given that there has been an accident was calculated based on a complex energy conservation rodel developed by V. U. Minorsky.** The model estimated the depth of penetration of the hull of a ship based on the speeds of the colliding ships and the angle of collision. Conservative estimates of the spill per accident rate are 0.1 for propane, butane, butadiene and liquefied-natural gas carriers,* and 0.01 for vinyl chloride carriers 'inyl chloride has a much smaller value because it is carried in self contained tanks near the center of the ship, at a larger distance from the hull. Table 13 presents the p'robability values for spills
-- per accident associated with each type of liquefied gas.
The probability that a storage tank on a gas carrier would be ruptured given that an accident has occurred was calculated based on a method developed by Vladimir U. Minorsky.** In order to determine if there have been any new developments in.this field, PSE&G has contacted Mr. Minorsky at George S. Sharp, Inc., N. Y. Since Mr. Minorsky had retired the l previous year, we discussed this item with an associate of Mr. Minorsky, Mr. Chetank Yang. In response to our inquiry, Mr. Yang indicated that there have been no new developments in the area of l l ship damage models which would lead to changes in the probability figures presented in Table 13. . i
*These values were used in the ASLAB decision although the applicant's more rigorous estimate for LNG tankers indicates a much smaller conditional spill probability.
~
**V. U. Minorsky " Analysis of Ship Collisions with Reference to Protection of Nuclear Power Plants,"
Journal of Ship Research October 1953. M P80 117 G5/30
. ~ .
i k i Table 13 - Spills Per Accident Vinyl Year Propane Butane Butadiene Chloride IN3 . 1978 0.1 0.1 0.1 0.01 0.1 1980 0.1 0.1 0.1 0.01 0.1 1982 1934 1986 1988 1990 1992 1994 1996 l 1998 2000 j 2002 2004 - 2006 .i - 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026 . 2028
- s 2030 M P80 117 05/31.*
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4.1.5. Vapor Cloud Formation Per Spill Given that there has been a spill of a liquefied gas cargo, a vapor cloud will form only if the fuel is not ignited at the source of the spill. In a crash situation which is large enough to release the cargo, it is expected that there will be ample sources of ignition from severed wires, frictionally heated metal, and associated sparks. Although a vapor cloud could be expected in less than one percent of all spills, a conservative value of 10 - percent has been used. Table 14 presents the probability values associated with various liquefied gases. . In order to verify if any new developments in the area of vapor cloud formation and dispersion have occurred, PSE&G has contacted the following sources involved in this type of research:
- a. Gas Research Institute Mr. Sami Atallah - Manager, Systems Safety Research
,f b. Safety and Engineering Technology Section Arthur D. Little, Inc. Dr. Elizabeth M. Drake
- c. Massachusetts Institute of Technology Professor James A. Fay In their response to our inquiry, all three sources of information indicated that there were no new developments in this field which would lead to changes in the probability values presented in Table 14.
9 M P80 117 05/32
B Table 14 - Vapor Cloud Fortration Per Spill Vinyl Year Propane Butane Butadiene Chloride UG 1978 0.1 0.1 0.1 0.1 0.1 1980 0.1 0.1 0.1 0.1 0.1 1982 1984 1986 1988 1990 1992 1994
- 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 1'
! 2018 2020 2022 ! 2024 2026 2028 2030 t r, M P80 117 05/33.* -
4.1.6. Meteorological Factor The meteorological factor is based on distance between the spill and facility, and the mean wind speed and direction. It represents the probability that a vapor cloud formed at a particular location will reach the nuclear plant with a flammable mixture of fuel to air. It is not expected to change under ordinary circumstances over the lifetime of the facility and the values which were used are given in Table 15 for the entire 24 mile - catchment distance and for Tower 97. Table 15 - Meteoroloaical Factors
- 24 Mile Catchment Tower 97**
Propane 0.31 0.002 Butane 0.32 0.002 Butadiene 0.25 0.002 Vinyl Chloride 0.24 0.002 LNG 0.354 0.002
*For details on how the Meteorological Factor is derived, see answer to Question 3 of Exhibit 10 on Docket Nos. 50-354 and 50-355 dated January 13, 1975.
**The value of 0.002 is very conservative since it assumes a 10,000 ton spill. Such spill sizes are not considered credible for propane, butane and butadiene since individual tank sizes for such cargoes are considerably smaller.
4.1.7 Conditional Probability' Calculation The probability that a flammable vapor cloud will reach the nuclear facility was calculated for each fuel type under consideration (propane, butane-, butadiene, vinyl chloride, and LNG). For each fuel type, two separate calculations were made; the first was based on the liklihood of a collision with another ship anywhere within the 24 mile catchment distance and the second was based on a ramming of Tower 97 nine miles upstream of the nuclear plant. 1 M P80 117 05/34
The overall probability of a flammable vapor cloud reaching the nuclear plant is the sum of these eight terms.* The individual terms were calculated as the product of five other factors. These factors are:
- 1. Total number of ships per year
- 2. Accidents per mile; or accidents per passage
- 3. Spills per accident
- 4. Vapor cloud per spill
- 5. Meteorological factor The -first of these five f actors is determined an-nually for each f uel type as listed in Table 1. The remaining four factors have been conservatively estimated and are described in Sections 4.1.4, 4.1.5, and 4.1.6. These factors may vary somewhat as a result of a biyearly review of shipping ex-perience, and the method for their calculation is also described in Sections 4.1.4, 4.1.5 and 4.1.6.
The results of all these calculations are presented in Table 16, for both ship to ship collisions and collisions with fixed objects. 4.2 Conclusions The results provided in Table 16 show that the total conditional probability of a flammable vapor cloud reaching the Hope. Creek plant is 1.2x10-7, which is almost eight times less than the 10-6 value established as an upper limit by the NRC, based on conservative approximations. All approximations on this study have been made in a conservative manner, the resultant probability of 1.2x10-7 being therefore a conservative result.
*Since LNG is not shipped on the Delaware, only four
. cargoes (propane, butane, butadiene, and vinyl chloride) 'and two spill modes (ship-ship collision and collision with Tower 97)- are relevant, leading to eight probability terms to be added for the . total probability.
D
-M-P80 117 05/35
The actual LNG and LPG traffic has decreased from 1978 to 1979; no additional rammable objects, mooring or docking sites, or any other facility that might cause a significant change in the probability of a flammable vapor cloud reaching the plant have been built or are planned for construction within the 24 mile catchment distance on the Delaware River; and no proposals for construction of LNG terminals along the Delaware River have been received by FERC.
. Based on the above information, we can. conclude tha t the probability of a flammable vapor cloud reaching the nuclear facility is sufficiently small such that the associated hazards to the health and safety of the pub-lic are negligible.
3 l-M P80 117 05/36
Table 16 Probability of Flarmable Vapor Cloud Reaching tQ1 clear Facility - (Based on 1979 tbta) No. of Ships Accidents Ranmings Spills Per Vapor Cloud Meteorological Per Year Per Mile .Per Passage Accident Per Spill Factor Probability LNG 0 2.3x10-6 0.1 0.1 0.354 0 LPG Propane 1 2.3x10-6 0.1 0.1 0.31 0.56x10-3 Butane 10 2.3x10-6 0.1 0.1 0.32' 5.76x10-8 Butadiene 13 2.3x10-6 0.1 0.1 0.25 5.85x10-8 Vinyl Chloride .0 2.3x10-6 0.01 0.1 0.24 0
'Ibwer 97 LNG 0 5.5x10-6 0.1 0.1 0.002 0 LPG. 24 5.5x10-6 0.1 0.1 0.002 -0.19x10--8 .
Vinyl Chloride 0 5.5x10-6 0.01 0.1 0.002 0
'Ibtal T 1.2x10-7 t
M P80 117 05/37 e
APPENDIX USCG CASE REVIEWS INTRODUCTION The following sections, denoted by U.S. Coast Guard Case numbers- discuss our interpretation of each of the 86 reported incidents during the period FY 76-FY 78. Each begins with a transcription of notes taken during the reading of the detailed accident report files of the U.S. Coast Guard. Generally, this is followed by supplemental data obtained from a Coast Guard supplied computerized summary of accidents, and the rationale for our decision to include or not include the' incident in the accident data base. 60032
" Collision with bridge, Christina River, Delaware."
Involved tankship according to computer output. Licensed personnel misjudged wind, current and/or speed. No particular weather problem. However, since the incident apparently did not occur on or near the main Delaware River 4 channel, it should not be included in the accident data base. 60343
" Collision with caisson, Claymont, Delaware." Involved a
. tank barge and a tug according to computer' output. Should not be included. 60584 '
" Collision between 2 vessels both anchored. One of the anchors failed and current pushed vessel into the other.
In Marcus Hook." Computer output indicates both vessels
, were foreign tankers. The incident is similar to i'ncidents 82216, 82440, and 82441 that follow. Each involved a large ship that broke anchor and drifted into other nearby ships or vessels ~ that were also moored or anchored.
This incident and the others that are similar should not be considered applicable or relevant to the current analysis. Reasons for the' decision are discussed in. detail in the main body of the report. - M P80 117 05/38
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60614
" Ship in tow of tug collided with fireboat which was moored at Pier 11 North in Philadelphia. Due to-judgement mistake by tug operator." Should not be included on grounds that fireboat is too small. Also, because computer output suggests that only 2 tugs and a fireboat were involved.
60664
" Barge being undocked by tug and another tug have collision at Pier 2, Sun Oil Col., Marcus Hook, due to breaking of a line and allowirg the towed barge to swing with the current and strike the cther tug, which was moored." Should not be counted, since all vessels wbre too small. .
60665
" Ship collision with pier at Paulsboro, N. J., due to error . _ . _ _
of judgement from docking pilot in heavy rain. " Computer output indicates involvement of 2 tugs, a tankship, and a cargo ship. Visibility was 1/4 to less than 1/2 mile. To-be conservative, should be included. However, it should be noted that liquefied gas carrier would generally not encounter these weather conditions. 60772 "Two ships collided at Pier 58 South. One was moored. The other was manuevering to undock." According to computer output, the inciden.t involved 2 foreign cargo ships and 3 tugs. It should be counted. 60724
" Barge collision with unknown vessel at Con Hook Terminal, Bayonne, N. J. Barge was moored." Should not be ' counted due to vessel size and incorrect location. It is doubtful that the unknown vessel was a large ship.
. 60866
" Ship being assisted by 3 tugboats collided with another ship in Port Elizabeth, N. J. due to -judgement failure of pilot. Both ships were in port." Should not be counted' due to location outside of 100-mile river segment of interest.
E' M P.80 117 05/39
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60918
" Barge in tow of tug collided with pilings at BP terminal, Delaware River, Marcus Hook, Pennsylvania. Error of judgement." Did not involve a ship so should not be counted.
61144
" Vessel, while undocking, collided with dock, at Sun Oil Terminal, Marcus Hook." Computer output indicates vessel '
was a tankship. Incident should be counted. 61148 ? *
" Tug collided with vessel during launching of ship; tug capsized and sunk. At Sun Shipbuilding and Dry Dock Co."
Since a tug is of insufficient size, the incident should not be counted. 61355
" Tug towing barge collided with CRRNJ Raritan Drawbridge, Perth Amboy, N. J., operating error." Should not be counted since a ship is not involved and also is not in the Delaware River.
61767
" Ship towed by tug, collided onto caisson at Dock #1, BP Oil Co., Paulsboro, N. J., error of judgement." Computer output indicates that the ship referred to was a tank barge. Hull specifications show that gross tonnage was between 1,000 and 5,000 tons, length was between 200 and 300 feet, and hull was steel. Separately indicated is that the vessel was non-self propelled and was unmanned. It is therefore evident that this incident should not be counted.
62061 i
" Sport fishing vessel collisions with navigation aid, near Sea Isle City, N. J., on the Intercoastal Waterway." Should obviously not be counted.
62127
" Ship on tow of 2 tugs, collision with Range Light, near Dock #5 of Hess Oil Co. Due to flood tide while entering dock." Computer output indicates ship was a tank barge.
M P80 117 05/40
Also noted is that the vessel was non-self propelled and was unmanned. Gross tonnage was 1,000 to 5,000 tons; length was 300 to 400 feet; hull material was steel. Nevertheless, since the vessel was a barge, incident should not be counted. 62128
" Ship collision with dock piling, at Texaco Gil Co., Eagle Point Docks, Westville, N. J." Computer output indicates ship was a tank barge. Gross tonnage was 1,000 to 5,000 tons. Length was 200 to 300 feet. Hull was steel. It was non-self propelled and unmanned. The incident therefore should not be~ counted.
62156
" Barge towed by tug collided with Mifflin Bar Range Lighted Buoy, operator _ error." The incident clearly should not be counted since no large vessel was involved.
62187
" Barge towed by tug, collided with dock at Claymont, Delaware. Barge was being docked at low tide in area with insufficient water depth.. Barge struck mud bottom and ~~ ~
veered into dock pilings." The incident should not be counted since a large vessel was not involved. 62342
" Tug collided with ship at Westville, N. J. Mechanical failure of tug, which was assisting ship in dock in Texaco Eagle Point docks. Tug struct ship." Due to small size of tug, incident should not be counted.
62345
" Ship coll'ided with Marcus Hood Range Buoy." Incident is of minor nature and should not be counted.
62347 l " Ship was overtaking another ship, and in trying to keep. l distance, struck Piers 38 and 40 North, on Delaware River at- ! Philadelphia." Ship was a Greek Freighter. A liquefied gas carrier under the supervision of the U.S. Coast Guard will ( .. l i i M P80 117 05/41
o not overtake or be overtaken by other ships. For this reason, this incident should not be considered as a collision of vessels. Rather, for conservatism, it should be counted as a collision with a fixed object. 62655
" Barge in tow of tug collided with Pier 92 South Philadelphia, while departing dock." Incident should not be counted since a large vessel was not involved.
62960
" Barge in tow of tug collided with pier at Arco Point Breeze, ?hiladelphia..." Incident should not be counted since a large vessel was not involved.
63225
" Vessel surged an broke loose from anchorage and struck the Brandywine Light breakwater." According to computer output, this was a passenger vessel (other than ferry). Its gross tonnage was between 1,000 and 5,000 tons. Length was on the order of 65 to 100 feet. Its hull was constructed of wood.
Clearly, the incident shold not be counted as applicable to a liquefied gas carrier, especially since such a carrier would not be anchored in the 24-mile zone of interest. 63617
" Barge in tow of tug collided with pier..." Since a large vessel was not involved, the incident should not be counted.
63781
" Barge in tow of tug collided with ship between buoys 2D and 4D at Deepwater Range. Barge was being overtaken by ship."
l Since one of the vessels involved was a barge, the incident I should not be counted. 63784 l
" Tug collided with Berth #3, Packer Avenue Terminal, l Philadelphia." Since a large vessel was not involved, the incident should not be counted.
M P80 117 05/42 1
63785
" Ship collided with a sailboat and with pier. . .a tlantic City, N. J., mechanical failure." Computer output indicates that the " ship" was a fishing vessel of less than 100 feet in length and with a wood hull. Additionally, it appears that the incident did not occur in the river zone in question. Thus, the incident should not be counted.
63787 "Two ship collision on Delaware Bay. Both were ferryboats." Since large vessels were not involved, the incident should not be counted. Both ferries were of less than 5,000 tons. The largest was between 300 and 400 feet in leng th . 63788 "Two ship collision. One was crossing the Liston Range Channel when engine stalled and the other collided with it." Computer output shows one vessel. to be a freighter of 500 to 600 feet in' length. Specifications for the other vessel are not given. Although there is a possibility that two large ships were not involved, the incident should be counted to maintain conservatism.
~~
63789 f
" Barge in tow of tug struck dock at Sun Oil Co.,-Marcus Hook." Since a large vessel was not involved, the incident should not be counted.
63790
" Barge in tow of tug collided with Pier 18, Sun Oil Co.
docks, Marcus Hook." Since a large vessel was not involved, the incident should not be counted. 63795
. "Two ship collision while overtaking." Computer output shows that one vessel. was a foreign freighter between 500 and 600 feet in length. The other was a non-self propelled dredge. Since two large vessels were not involved, the-incident should not be counted.
l i l M P80 117 05/43 l l
70058
" Ship collision with Pier 80S, Philadephia, judgement error." The ship was a freighter of between 500 to 'na feet in length. This incident should be counted.
; 70252
" Vessel collision with ice and logs on river." The vessel was a tug or towboat. Clearly, this incident should not be counted.
70310
" Tug collision with ship at Pier $2, Getty Oil co. dock, Delaware City, Delaware." Since two large vessels were not involved, this incident should not be counted.
70485
" Motor vessel grounding at Mile 955...in Ohio... wrong case." < This incident did not involve the river zone of interest.
70493 "Same as. case 63795." Since it appears that this report is a duplicate of another, it is dropped from further consideration. i
- 70643
" Ship collision with barge at Harbor of Refuge, Delaware j Bay, while attempting to make up (get close for towing)."
l Since only one large vessel was involved, the incident I should not be counted. l l 70677
" Ship collision with ice, Chesapeake Bay, Virginia... wrong i case." Since this incident did not involve the river zone I of interest, it should not be counted.
70829 l " Collision between two tugs, one moored, at Pier H, Port Richmond, Delaware River." Since no large vessels were involved, this incident should not be counted. f i M P80 117 05/44
70920
" Barge on tow of tug collic' 3 with dock..."Since a large vessel was not involved, tL.s incident should not be counted.
71108
" Ship collision with Pier 124 South 'hiladelphia." The vessel was a tankship be'v sn 600 and 700 feet in length.
The incident should be counted. 71185
" Ship collision with dock, at Mobil Oil Co. dock,,Paulsboro, N. J., while docking." The vessel was a foreign tanker over 700 feet in length. The incident should be counted.
71211
" Tug collision with barge, Port Richmond, PA, Pier B, while docking." Si~nce no large vessels-were involved, the incident should not-be counted.
71311
" Ship in tow of tug, collision with dolphin. Kock's Fuel Oil dock, Gloucester, N. J., while docking."- The computer output indictes that this incident involved a tug and a tank barge of length between 200 and 300 feet. Other notes show that the vessel was unmanned and non-self propelled. Since it is apparent that a large, self-propelled vessel was not .
involved, this incident should not be counted. 71381 "While docking, ship collided with other ship (moored) and tugboat at. Piers 2 and 3...Girard Point, Schuylkill River." The computer output shows the involvement of two tugs and two foreign freighters. This incident should be ' counted. 71747
" Barge in tow of tug, while docking, collided with Pier H, South Jersey Port Co., Camden, N. J." Since a large vessel was not involved, this incident shold not be counted.
*n m,
M P80 117 05/45
71748 "While docking, one ship collided with another anchored ship..." The computer output indicates that both vessels were large tankships. This incident should be counted. 71752
" Barge collided with Monsanto pier u ridgeport, N. J. Barge was anchored in Marcus Hood. Anchor broke." Since a large vessel was not involved, this incident should not be counted.
71832
" Ship collision with pier, while docking. At Packer Ave.
Terminal, Delaware River, Pier 6." Incident involved two tugs and a freighter between 500 and 600 feet in length. It should be counted. 71837
" Ship collision with pier, while docking. Pier 179N."
Incident involved two tugs and a tankship between 600 and 700 feet in length. It _ should be counted. 71945 "While undocking, ship collided with other ship (anchored)...Girard Point, Schuylkill River." Incident involved a tug, a U.S. freighter, and a foreign freighter according to computer output. It should be counted. f 72041 i
" Ship collision with dock, while docking. At Texaco Dock
#3, Eagle Point, Westville, N. J." Vessel was a tankship over 700 feet in length. Incident should be counted.
l 72205
" Ship collision with pier, while docking... Computer output indicates involvement of two tugs and a foreign tanker over l 700 feet in length. Incident should be counted.
M P80 117 05/46
72735
" Barge in tow of tug struck dolphin at Third St. Bridge, Christina River, Newark, Delaware." Since a large vessel was not involved, tais incident should not be counted. A second reason stems from the location of the incident.
72807
" Barge in tow of tug collided with Pier 11, Port Richmond, Delaware River." Since a large vessel was not involved, the incident should not be countad.
72807 -
" Barge in tow of tug collided with 3B dock, Sun Oil Co.,
Marcus Hook." Since a large vessel was not involved, this incidene should not be counted. 7285' "While one ship was undocking'at Marces Hook, it created waves that made another ship, moored- to strike some pipelines of the facility." Since a lique'ied gas carrier would never be moored in ther 24-mile river zone of concern, thi~s incident should not be counted. 72866
" Vessel coliided with new bridge construction at Passyunk Ave. Bridge, Schuylkill River." The vessel was a foreign freighter be tween 400 to 500 feet in length. Nevertheless, since the incident did not take place within the 100-mile travel zone of concern, it should not be counted. This particular bridge is 2-3 miles upstream from the Delaware River.
i 72869 l l " Barge in tow of tug, collided with Delaware Bay Main l
- Channel Buoy 38." Since a large vessel was not involved, l this incident should not be counted.
72870
" Ship in tow of tug struck docked ship at Pier 7, Gloucester, N. J." Since two large vessels were involved, this incident should be counted.
l M P80 117 05/47
80426
" Tug collided with barge while preparing for tow 't Texaco Eagle Point Terminal." Since no large vessels were involved, the incident should not be counted.
80595
" Ship, while undocking, hit anchored ship...Girard Doint, Schuylkill River." To be conservative, this incident should be counted. Both vessels were between 500 and 600 feet in .
length. 81135
" Barge in tow of tug collided with Delaware Marine Terminal pier..." Since a large vessel was not involved, this incident shculd not be counted.
81681
" Barge in tow of tug collided with a construction dolphin on the Christina River near Wilmington, Delaware." Should not be counted because no large vessels were involved and be-cause of location.
81770 1
"While docking, vessel in tow of tugs hit Pier 6, Packer Marine Terminal, Philadelphia." According to computer output, the vessel was a cargo ship between 500 and 600 feet in length. This incident should not be counted.
- 82130
" Tug with barge in tow struck another tug. . ." Should not be counted because no large vessels involved.
82147 i l " Ship in tow of tug hit Pier 1. . .Girard Point, Schuylkill river." Vessel was a foreign freighter between 500 and 600 feet in length. Since a liquefied gas carrier would not be in tow of a tug in the 24-mile catchment distance of-interest, this incident should not be counted. { M P80 117 05/48
1 82216
" Ship broke anchor and collided with 3 other ships which were moored at Northern Metals Terminal, Philadelphia."
This incident should not be counted for reasons discussed in detail in the main body of the report. 82440
" Ship broke anchor and struck another anchored ship...on Delaware River." The computer output indicated that both vessels were foreign freighters. Nevertheless, for reasons detailed in the main body of the report, this incident should not be counted. .
82441
" Ship broke anchor and collided with 2 barges which were moored..." Since only one large vessel was involved, and since this incident is analogous to cases 60584, 82216, and 82440, it is ' concluded that this incident should not be counted. See main body of report for detailed reasons.
82442
" Ship broke anchor and struck Monsanto Pier, N. J." Since a liquefied gas carrier would not be anchored or moored in the 24-mile river segment of concern, this incident should not be counted.
83168 . l " Ship, while at terminal and discharging cargo, hit pier due l to waves. BP Terminal, Marcus Hook, PA." The computer. l output indicates that a total of five vessels were somehow involed in this incident, which should not be counted. l 83774
. "Barge in tow and tug grounded while going on wrong side of channel." The incident should not be counted, since a large vessel was not involved.
I l l ! M P8d 117 05/49
83964
" Ship, while testing engine. . . hit 3 moored motorboats and a pier..." The " ship," according to the computer output was less than 100 feet in length. This incident should not be counted.
83966
" Barge in tow of tug struck... navigation buoy 6L, Delaware River." This incident should not be counted because it did.
not involve a ship. 83969 .
" Barge in tow of tug hit the Delair Railroad Bridg'e, Delaware River." Since a large "essel was not involved, this incident should not be counted.
83971
" Barge in tow of tug collided with motorboat in the Chesapeake and Delaware Canal." This incident should not be included, since no large vessels were involved.
84182
" Vessel trying to anchor hit the Monsanto Pier near Marcus Hook Anchorage, Delaware River. " Although the vessel was a large ship, this incident should not be counted. A liquefied gas carrier will not anchor in the 24-mile river segment of interest.
9 FM:gs M P80 117 05/50
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FIGURE 6 PENNSYLVANIA PC s. PHILADELPHIA , anco e r vms cutr TERumat atWay / sutr eretivine l CAMDEN T ERMIN AL { r
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